Cushion underframe



CCL 14, 1952 s. H. FlLLloN cusHzoN UNDERFRAME 2 SHEETS-SHEET 2 'Filed June so, 1951 INVENTOR Jim/@L7 mi ATTORNEYS Patented Oct. 14, 1952 UNITEDl STATES PATENT QFFICE 2,613,819 oUsnroN UNDERFRAME Stanley H. Filliou, Scarsdale, N. Y. Application'Jueao, 1951, seria1N0.234,592

9 Claims. (Cl. 213-8) This invention relates to. cushion underframes for use on railway cars as a means for cushioning the forces-applied to the couplers. More particularly, the invention is concerned with a novel cushion underframe, which is vsuperior to prior similar underframes, in that it is of larger capacity and thus provides a better cushioning action and affords greater protection to the lading of the car, on which it is used. The new underframe is, accordingly, well adapted for use on cars carrying heavy permanent loads, such as motor generator sets, motor driven pumping equipment, etc.

Cushion underframes, as heretofore commonly constructed, include a draft and bufling column extending from end to end of the car between fixed longitudinal sills and connected Aat each end to a coupler. At each bolster, a center ller casting connecting the sections of the bolster on either side of the sills vprojects upwardly into the column and serves as an abutment for one end of a spring group having its other end engaged by an abutment on the column.l The spring groups at opposite ends of the column resistits movement in either direction as a result of forces applied to the couplers and part of the forces is absorbed as friction between the column and its supporting means.

The prior underfrarne described aords an ad-v vantage over friction draft gears, in that the movement of the column does not contribute to train slack but the capacity of the underframe .is not great enough to provide the desired protection of certain kinds of lading, such as the permanent installations previously mentioned. Also, forces applied to a coupler of a car equipped with the prior underframe are transmitted to the car structure at two places only, namely,- the bolster center iill'er castings.

The present invention is directed tothe kprovision of a novel cushion underframe, which is of greater capacity than such underframes as made heretofore and is so constructed fthat, when an oversolid'blow is applied tothe coupler, the force is transmitted to the car lstructureat at least three and, if desired, more points. The new underframe, accordingly, provides improvedlading protection.

yFor a better reference may be made drawings, in which A l Fig. 1 is a schematic View, 'partlyin longitudinal horizontal section and partly in' plan', ofthe ,new cushion underframe; Fig. 2 is a view, partly in longitudinal horizontal section and ypartly in plan, of part of the new underframe; f

Figs.` 3 and 4 are sectionalviews 4on the vlines understanding lo'f the invention, to .the accompanying 3-3 and 4-4, respectively, of Fig'. 2; and

Figs. 5.and 6 are sectional views'on the l1nes 5-5 and 6 6', respectively, of-Eig. 3.

In the drawings, the new underframe 1s illustrated as installed on a railway car, -which com-v prises xed longitudinal sills IIJ connected by end sills II and lying between the sections Iza,

2 |21)` of a bolster, the inner ends of which are connected by a center casting I3.

A draft and bufng column I4 is mounted between the sills Ill and may advantageously be made of a pair of Z-bars Illa, H Ib, arranged with their top flanges abutting and connected tovgether and their lower* flanges extending.'out

wardly. The column thus includes a pair of .spaced vertical wallsv I5, I5. The column isfsupported for endwise movement between the sills on suitable angle members, which are attached tothe inner yfaces of the sills and on which the flanges I6, I6 of the column rest.` 1 ,i

At each end, the Vcolumn is connected to the shank of a coupler in anyv desired way, and the connection may be such as to absorb shocks. In

the construction illustrated, the shank of the coupler I1 is connected by a swivel connection to the front end of a yoke I8, which encircles a cushioning unit I made up of a plurality of flat rubber springs separated bydivider plates. .A follower 20 lies between the cushioning unit I9 and the front barof the yoke, and the follower projects outwardly from the yoke and its ends the'walls,` plates, and connection; The slots `are,

engage stops 2| on` cheek plates 22 secured to the inner faces ofthe sills TheL walls I5 of the column are provided with longitudinal slots near their outer ends, and the cheek'plates are similarly slotted, as indicated at 23'. vA slot. 24,

aligned with slots 23, is formed through theconnection between the yoke and coupler shank, and a key 25 passes through the aligned slots in `somewhat wider tl'ian the key. Behind the rear the key fit snuglyfin the barof lthe yoke, -is dispose'da cushioningfunit :26, made up of'ilat rubber-springs separated. b'y divider plates, and the rear end of unit .26`engages a follower 21l 'bearing at its inner side against stops 2B `formed nreinforcing members .2B se,- cured tothe -inner'faces of-.Walls I5.;

lher'einforcing members 29"are provided'with aligned longitudinal slots 30, andlthe'w'alls I5 'are correspondingly slotted at 3l. IAl key `32 extends through the slots in themembersfandfwalls' and its ends enter slots formed in cheekplates'33, attached to the inner faces of the sillsj-and through aligned slots in the sills. The ends of l slots in the cheek plates 33 andjsills, but slotsSIl'ard SI are substantially longer 'than'the key is wide. -At itsinnerend, each reinforcing memberfis formed withy af stop 34, anda followerr'35, encircling keyelextends inwardly with its end lying flush withthe inner v faces of stops 34,.'1

A cushioningdevice, j'gencraiiy deslgnatedst; isr mounted between walls I5i inwardirom stops 341 and, in the'co'nstruction shown, the cushion# n ingV device is mad'eup of outer.andinnerfduble;

4I) mounted on the inner faces of walls l5 and similar to members 29. The walls I5 are provided with horizontal slots 4I aligned with similar slots 42 in the reinforcing members 40, and

a key 43 projects through the aligned slots 4i,

42 and passes through slots in cheek plates 44 secured to the inner faces of sills I0 and through aligned slots in the sills. 'I'he key fits snugly in the slots in the cheek plates and sills, while slots 4I, 42 are substantially longer than the key is wide. A follower 45 encircles key 43 and projects outwardly therefrom with its end normally7 lying flush with the outer faces of stops 35.

`At the other end of the column, the construction described is duplicated and the parts thereof are designated by the same numbers as above used but with prime marks.

The cushioning devices 36, 36r at opposite ends of the column are alike in capacity and travel and,v when the underframe is in normal position, ,the distance a, a' between each outerv key v32, 32' and the stops 28, 28' at the outer ends of the slots 3l, 3l' in walls I 5, through which the key extends, is slightly less than the travell of the cushioning devices. Also, the disltance b,.b' between the outer keys 32, 32' and stops 34, 34' at the inner ends of the slots 3I, 3I is equal to distance a, a'. The distance c, c' between each inner key 43, 43' and the stops 39, 39' atthe outer ends of the slots 4I, 4I' in 4walls I5, through which the key projects is less than the travel of the gears and preferably slightly greater than the distance a, a. The distance d, d' between the inner keys 43, 43 and stops 46, 46 at the inner ends of the slots 4I, 4I is slightly less than the distance a, a'. In aA specific embodimentk of the invention, the travelA of the cushioning devices 36, 35' may be 'inches, in which event distances a, a and b,

Vb' may be 7.5 inches, distance c, c 7.75 inches, --and distance d, d' '1.25 inches.

Withthe construction described, the action is asfollows: When a force in buff is applied to the `coupler I1 at the right-hand end of the column, the coupler moves inwardly and the first action is to move yoke I8 inwardly to compress cushioning unit 26 against follower 21 held in place by stops 28. 'Ihe force also tends to-urge the column inwardly against the resistance of cushioning devices 36, 36', to which the force is transmitted by stops 34, 39', respectively. Movement of unit 36 as a wholeis resisted by engagement of its inner end with follower 45 encircling inner key 43, and movement of cushioning device 36' as a whole is resisted by follower 35' encircling outer key 32'. However, if the force is relatively'light, the column remains at rest and, when the force is removed, the cushioning unit 261expands and restores the yoke and coupler to their original positions. If a similar light force in draft is applied to the coupler I1, it moves outwardly, drawing the yoke with it, and cushioning unit I9 is compressed against follower 20 bearing against stopszl. When the force is removed, unit I 9 expands to restore the Vcoupler and yoke tor their original positions.

LWhen a large force in buff is. applied to the coupler I1, the inward movement of the yoke I8,` compresses cushioning unit 26 and, as' the compression proceeds, key engages the inner ends of slots 23, so that'a solid connection is made between the Vcoupler yI1 and the walls I5 of the column. The column thenmoves inwardly, and stops 34, acting on follower 31, compress cushioning device36 against follower 38 vheld in place by follower 45 encircling inner key 43. Similarly, stops 33' act through follower 3B' to compress cushioning device 36 against follower 31', held in place by follower 35' encircling outer key 32'.

During most of the inward movement of the column, the applied force is transmitted to the fixedv vsills I6 through the inner key 43 near the point of application of the force and through the outer key 32 at the far end of the car. Just before the column has moved inwardly a distance equal to the travel of the cushioning devices 36, 36', the column is rigidly connected to the sills through either the outer key 32 at the near end, the inner key 43' at the far end, or through both keys. In the specific construction described, in

, which the distances a, a' and b, b' are 7.50 inches,

distance c, 'c' is 7.75 inches, and distance d, d' is 7.25 inches, the distortion of the column between stops 34, through which the load is applied to cushioning device 36, and stops 39', through which the load is applied to cushioning device 36', is such as to increase distances c and d'. As a result, stops 46' engage the inner key 43' at the remote end of the column, just before the column has moved inward a distance equal to the ytravel ofthe cushioning devices 36, 33', and stops 28 engage the outer key 32 at the near .end of the car, either just before, `just after, or at the same time thatstops 46' engage the far inner key 43', depending upon the design of the structure. Accordingly, when a force in buff is applied to the coupler, the force is initially transmitted to the sills through keys 43 and 32' and, if the force is more' than suflicient to move the column inward a distance greater than the travel of the cushioning devices 36, 36', the column is rigidly connected to the sills through either the inner key43 at the remote end, the outer key 32 at the near end, or both these keys, before the cushioning devices 36, 36' have gone solid. Ac-

cordingly, in the construction described, the total the car structure at three or four places and, by the use of additional cushioning devices and keys therefor, the number of places at which impact forces are transmitted to the car structure may be correspondingly increased.

Whena force in draft is applied to the coupler I1, the reverse action takes place. Initially, after compression of the cushioning unit I9 within the yoke I8, the column begins to move outwardly and cushioning device 3G is compressed by `stops 39 against follower 31 held in place by follower 35 mounted on outer key 32 at the near end of the car. Similarly, stops 34' act to compress cushioning device 36 against follower 38' heldin place by follower 45' encircling the inner key 43 at the far end of the car. In draft, the forces transmitted through the yoke to the column are usually insuflicient to cause stops 46 to engage the near inner key 43, or stops 28 to engage the far outer key 32'.

In order that the column may be more quickly restoredto its initial position, after having been displaced therefrom by the application of a force in buff or draft applied to one of the couplers attached .to the column, it may be desirable to equip the underframe with restoring means to supplement the restoring forces of the cushioning devices, and, the underframe illustrated is provided with such means. Between the inner keys43, 43', a cross member 41 is attached to the lower flanges of sills I0 to extend beneath the column. A pair of plates 48 are secured faerasio :cally and parallel to me walls l of the column.

An upper horizontal plate 50 is secured to .the Vtop of lplates 48, and a .lower horizontal plate 5| is secured in recesses in the inner edges 'of 4to 'receive a pair of pins 52. A follower 53v lies -in front of the inner edges-of plates 50, v5I and normally engages stops'54 secured to the inner yfacesof walls l5. The follower is bored for. the

passage of rods 55, which extend through the follower and have eyes, through which'pins 52 pass. At their other ends, the rods pass through `openingsin a follower 56, which engages stops 51 secured in the inner faces of walls I5 of the a follower on each key normally engaging the adjacent end of the adjacent cushioning device,

stops mounted on the column walls, one at each end of each opening, the pairs of stops'between .the outer and inner keys atY each end of the column normally engaging the endsof the adjacent f kcushioning device, the stops at opposite ends of 'the openings fork each key being spaced from the key a distanceless than the travel of the cushioning'devices, spring means attached to the column and frame and resisting movement of the column in either direction from a central posifollower 53 to compress the springs against followerv 56, which is heldagainst movement by the heads 55a on rods 55 anchored by pins 52v and the-associated parts vto the cross member 41 rigidly attached to sills I0. When the force appliedto the coupler is removed, the springs expand to restore the column to its original position. When the column is 'displaced by a force in draft and moves to the right, the heads 55a on rods 55 cause the follower 56 to compress the springs 58 against the follower 53, which engages the ends of plates 50, 5| and is held against movement. When the force in draft is removed, the springs expand and act through follower 56 to restore the column to its original position.

I claim: A

f. fn a railway car having a frame, the combination of a draft and bufng column extending lengthwise of the car and supported for end-l wise' movement on the frame, the column includlng spaced vertical walls having outer and inner pairs of aligned openings adjacent each end of the'column, outer and inner keys passing through the respective pairs of openings and anchored at their ends on the frame, the keys being substantially narrower than the length of the openings, a pair of cushioning devices of equal travel within the column at opposite ends thereof, each device lying between the outer and inner' keys at the' adjacent end of the column, a follower on each key normally engaging the adjacent end of Vthe adjacent cushioning device, stops mounted onlthe column walls, one at each end of each opening, thev pairs of stops. between the outer andinner keys at each end of the column normallyl engaging the ends of the adjacent cushioning device, the stops at opposite ends of the openings for each key being spaced from'the key 4a distance less than the travel of the cushioning. devices, and a coupler at each end of the column having its shank connected to the column. 1

2. In a railway car having a frame, the combination of a draft and bufng column extending Alengthwise of the car and supported for endwise movement -on the frame, the column including spaced vertical walls having outer and 1nner-pairs of alignedy openings adjacent each end lof the column, outerv and inner keys passing through the respectivev pairs of openings and anchored at their ends on the frame, the keys being ysubstantially narrower than the length of the openings, :a pair of' cushioning devices of equal travel within the column at opposite ends thereof, each device lying between the outer and inner keys at the adjacent end of the` column,

tion, 'and a couplerat each end of the column having its shank connected to the` column.

3. In a railway c ar having a frame, the combination of a'draft and bufling column extending lengthwise of the car and supported for endwise movement on the frame, the. column including spaced vertical walls having outer and inner pairs of aligned openings adjacent each end of the column, outer and inner keys passing through the respective pairs of openings and anchored at their ends on the frame, the keys being substantially narrower than the length of the openings, a pair of cushioning devices of equal travel within the column at opposite ends thereof, each device lying between the outer and inner keys at the adjacent end of the column, a follower on each key normally engaging the adjacent end of the adjacent cushioning device, stops mounted on the column walls, one at each end of each opening, .the pairs of stops between the outer and'innelkeys'at each .end of the column normally engaging the ends yof the adjacent cushioning device,'the stops at opposite ends of the openings for each .key being spaced from the key'a distance less than the travel of the cushioning devices, a `coupler at each .end of the '-column, and a shock-absorbing connection between the 'shank-of each coupler and the column.

4. fn a railway car having a frame, the combination of a draft and bufiing column extending `lengthwise of the car and supported for endwise movement on the frame, the column including spaced vertical walls vhaving outer and inner pairs of aligned lengthwise slots adjacent each end of the column, outer and inner keys passing through the respective pairs of slots with their ends anchored on the frame, the keys being rsubstantially narrower than the length ofthe slots, a pair of cushioning devices of equal travel ywithinl the column at opposite ends thereof, each device lying between the outer and inner keys at the adjacent end of the column, a follower mounted on each key and normally engaging the vadjacent end of the adjacent cushioning device, stops mounted on the column walls, one at each end `of each slot, the pairs of stops between the .outer and inner keys at each lend of the column normally engaging the ends of the adjacent cushioning device, the stops at opposite lendsof` the slot for each key being spaced from Athe key a distance less than the travel of the nation of 2a draft and bufling column extending lengthwise of the car and supported for endwise movement on, `the frame, the column v.including spaced vertical walls having outer and inner pairs of aligned openings adjacent each end of the column, outer and inner keys passing through the respective pairs of ,openings and anchored at the adjacent end ofthe column,a follower on each key normally engaging the adjacent end of the adjacent cushioning device, stops mounted on the-columnwalls,-one at each end of each opening, .the pairs of .stops vbetween the outer and inner keys at each end of the column normally engaging the ends of the adjacent cushion.

ing device, the stops at vopposite ends of the openings for each key being spaced from the key a distance less than'the travel of the cushioning devices, a coupler at each end of the column having a shank, a yoke attached to each coupler shank, and a shock-absorbing. connection between each yoke and thecolumn.

6. In a railway car having a frame, the'combination of a draft and buiiing column extending from end to end of the frame and having spaced vertical walls formed with outer and inner pairs of aligned horizontal slots at opposite ends of the column, outer and inner pairs of abutment members secured to the inner faces of said vertical walls to encircle respective pairs of slots, outer and inner keys passingv through the respective .pairsoi slots at each end of the column and anchored at their ends on the frame, the keys being substantially narrower than the lengthof the slots, a pair of cushioning devices of equal travel between the column walls at opposite ends of theV column, each device lying between the outer and inner keys at the adjacent end of the column, a follower on each key normally engaging the adjacent end ofthe adjacent cushioning device,'a stop oneachabutmentmember at each end of each slot, the pairs of stopsr between the outer and inner keys at leach'endy of the column normally engaging the vends of A the adjacent cushioning device, the stops at opposite ends of the openings for each key being spacedfrom the key a distance less than the travel of the cushioning devices, and a` couplerat each end of the column having a' shank received between the column walls and secured thereto..

7. In 'a railway car having a pair of spaced longitudinal sills provided with outer and .inner pairs of aligned slots at opposite ends of the'sills and` areinforcing memberl encircling each slot, lthe combination of a draft and buffing column extending lengthwise of the car between the sills and supported thereby for endwise movement, the column including spaced vertical Walls having outerand innerpairs of slots `adjacent each end of the column and aligned with the sill slots, outer and inner keys passing through respective pairs of wall slots and having their ends snugly received in the sill slots, the wall slots being substantially longer than the width of the keys passing therethrough, a pair of cushioning devices of equal travel lying between the column walls at opposite ends of the column, each device lying between the outer and inner keys at the adjacent end of the column, aV follower on each key normally engaging the adjacent end of the adjacent cushioning device, stops mounted on the opposed faces of the column walls, one stop at the'endof each wall slot, the pairs of stops between the outer and innerV keys at each end of the column normally engaging4 the'ends of the Cil adjacent cushioning device, the stops atopposite ends of the wallr slot'for each key being spaced from the key a distance less than the travel of the cushioning devices, and a coupler at'each end of thepcolumn having a shank received between .and connected tothe column walls.

8. Ina Vrailway car `having a, pair of spaced longitudinal sills provided with outer and inner pairs of aligned slots at opposite ends of the sills anda reinforcing ymember encircling each slot, the combination of a draftand bufling column extending lengthwise of-fthe car between the sills and'supported therebyfor endwise movement, the

column including spaced vertical wallsv having outer and inner pairs of slots adjacent each end of .the column and aligned with thev sill slots, outer and inner keys .passing through respective pairs of wall slots and having'their ends snugly received iny the sill slots, :the wall slots being 'substantially longer than the width of the keys passing therethrough, a'pair of cushioning devices of equal travel lying between the column walls at opposite ends of thercolumn, each device lying between the outer and inner keys at the adjacent end of the column, a follower on each key normally engaging the adjacent end. of the adjacent cushioning device, areinforcing member mounted on the inner face ofveach column wall to encircle each slot through the wall, stops on the wall reinforcing members, onestop at the end of each wall slot, the pairs ofstops between the outer and inner keys at each end of the column normally engaging the ends of the adjacent cushionving device, the stops atfthe opposite. ends of the wall slot for each key being spaced from the key a distanceless than the travel of the cushioning devices, and a'coupler at each end of the column having a shank attached to the columnwalls.

9. In a railway car having a pair of spaced longitudinal sills provided with outer` and inner pairs of aligned slots at opposite ends ofthe sills and a reinforcing member encircling each slot, the combination of a draft and buiiing' column extending lengthwise of the car between'the sills andr supported thereby for` endwise movement, the column including spaced vertical walls having -outer and inner pairs of slots adjacent each end of the column and aligned with the sill slots, outer and inner keys passing through respective pairs of wall slots and having their ends snugly received in the sill slots, the wall slots being sub'- stantially longer than the width of the keys passing therethrough, a pair of cushioning devices of equal travel lying between the column Walls at opposite ends of the column, each devicelying between the outer and inner keys at the adjacent f' end of the column, a ,follower on each key normally engaging the adjacent end of the adjacent cushioning device, stopsmounted on the opposed faces of the column walls, one stcp'at the end of each wall slot, the pairs of stops between the outer and inner keys at each end of the column normally engaging the ends of the adjacentcushioning device,rthe stops at opposite ends'of the wall slot foreach key being spaced from the key a distance less than the travelof the cushioning devices, restoring spring Ameans secured at spaced points to the sills and'column and resisting movement of the column in either direction from a central position, and a coupler at each end of the column having a shank connected to the column.

H. 'FILLIorL No references cited. 

